Fuel pumping and scavenging mechanism



Oct. 7, 1941; G, HQRSTMAN 2257,8 16

FUEL PUMPING AND SCAVENGING MECHANISM Filed Feb; 21, 1959 5 sheets sheet2.

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FUEL PUMPiNG AND SCAVENGING MECHANISM Filed Feb. 21, 1939 5 Sheets-Sheet4 A iiorneys P. G. HORSTMAN FUEL PUMPING AND SCAVENGING MECHANISM Oct.7, 1941.

Fild Feb; 21, 1959 5 Sheets-Sheet 5 Inventor fizz/l ffarsfrnarz By A x Ia. 0 2

A tiorneys Patented ct. 7, 1941 FUEL PUMPING AND SCAVENGING CHANISM PaulGordon Horstman, Ida Grove, Iowa Application February 21, 1939, SerialNo. 257,738

6 Claims.

This invention relates to new and useful improvements in fuel pumpingand scavenging means especially adapted for two-cycle engines such asthe present day Diesel engine.

The principal object of the present invention is to provide a simple andpositive acting mechanism whereby fuel can be pumped at the requiredpressure to the cylinders of a multi-cylinder engine of the two-cycletype and controlled with a minimum amount of effort and attendance onthe part of the operator.

Another important object of the invention is to provide a fuel pumpingand scavenging assembly for two-cycle engines wherein the fuelinjection, air admission and scavenging operations take place in aproportionate and precisionlike manner.

Still another important object of the invention is to provide mechanismof the character stated which can be readily adjusted to a point wherethe operation will take place smoothly and with a minimum amount of wearon the rts involved.

These and other objects and advantages of th invention will becomeapparent to the reader of the following specification.

In the drawings:

Figure 1 represents a side elevational view of the improved engine.

Figure 2 is a fragmentary vertical sectional view on the line 2-2 ofFig. 1.

Figure 3 is a fragmentary longitudinal sectional view.

Figure 4 is an end elevational view of the mechanism.

Figure 5 is an inside elevational view of the fuel distributing andpumping head.

Figure 6 is a vertical sectional view through the fuel distributing andpumping head.

Figure 7 is a section substantially on the line 1-1 of Figure 6.

Figure 8 is a side elevational view of one of the check valves of thefuel distributing and pumping heads.

Figure '9 is a section on the line 99 of Figure 8.

Figure 10 is a fragmentary detailed sectional view through the headtaken substantially on the line Ill-l0 of Figure 3.

Figure 11 is a perspective view of the valve element of the injectorvalve shown in Figure 13.

Figure 12 is a fragmentary plan view of one of the injector valves.

Figure 13 is a fragmentary sectional view longitudinally through one ofthe injector valves.

Figure 14 is a fragmentary detailed sectional view through the fluidpressure operating means for the pumps controlling shaft.

Figure 15 is a fragmentary elevational view showing the controlling armfor the pumps controlling shaft.

Referring to the drawings wherein like numerals designate like parts, itcan be seen that numeral 5 generally refers to a two-cycle engine forthe major part of conventional design. The engine involves a sectionalhead construction generally referred to by numeral 6, the sameconsisting of the upper semi-cylindrical shell section I and the lowersemi-cylindrical shell section 8, which when secured together by machinescrews 9 form the cylinder in which the sleeve in is rotatably mounted.

This sleeve I0 is constructed of a plurality of cylindrical sections II, one for each of the cylinders l2 of the engine, these cylindersections Ii being arranged in end to end relation and having end flangesbolted together as at I3 with suitable anti-frictional means 14interposed between the ends thereof, or if desired this means I may bein the form of packing rings.

The engine being of the two-cycle type, each of the cylinder sections llcarries a pair of diametrically located and oppositely directed fuelinjectors |5l5 and furthermore at diametrically opposite points andsubstantially degrees removed from each of the injectors I5 is an airopening l6. These air openings and injectors l6 and I5, respectively,are successively registrable with the port I! of the correspondingcylinder l2.

As shown in Figure 2, numeral l8 represents the usual pre-heater foundon twocycle engines such as the Diesel type. Preheaters for startingengines of this character are of different types, some beingelectrically heated such as the one briefly illustrated, and others inthe nature of plugs which are heated blood red by a blow torch orequivalent means.

At one end of the engine is the housing I! having the air inlet 20 andin this housing is the fan 2| suitably driven from the crankshaft (notshown) for supplying air through the conduit 22 and through the head 23to the interior of the sleeve l0.

wardly and open up the exhaust port 25, the corresponding air admissionport 16 will register with the cylinder port I! so that a blast of airwill sweep out or scavenge the cylinder, and upon the up-stroke of thepiston sufflcient air This air is supplied under pressure and obviouslyas the pistons 24 move down-' will remain in the cylinder to combinewith the fuel which will be subsequently injected.

At the opposite end of the engine is the fuel pumping and distributinghead generally referred to by numeral 26, the same consisting of thecylindrical case 21 which is flanged as at 28 and apertured as at 29 toaccommodate machine screws 38 for securing the ring gear 3| in place onthe head.

A plate 32 is secured to the outside of the case 21 by machine screws 33and'this plate is formed with the centrally located opening 34 which isnormally closed by the disk 35 which has packing means 36interposedbetween itself and the outside of the plate 32. g

The plate 35 is formed with a central opening for receiving the controlshaft 31 and this disk 35 is keyed as at 38 to the shaft.31,,and a nut39 on the shaft with a collar 48 between itself and the disk 35 preventsdisplacement of the disk and serves to hold the disk snugly against theplate 32. A threaded nipple 4| extends from the shaft 31 and to this canbe connected the fuel supply line 42 (see Figure 1). A duct 43 extendsfrom the nipple 4| and opens through the bearing sleeve 44 at the innerend of the shaft 31 so that the fuel passes into the chamber '45 of thecase 21 from where it is distributed from the pumps by way of the tubes46 to the various injectors l5.

As shown in Figure '1, a plurality of cylinder structures 41 aredisposed in radial relation with respect to the shaft 31, in the case 21and in each of these cylinders 21 is operative a piston 48. The space 49between the cylinders is in communication with the chamber 45 by meansof the tubes 58 which extend from this chamber 45 and open into the saidpocket 49.

The outer end of each of these cylinders 41 is constructed to form achamber which has a duct 52 extending therefrom to a correspondingnipple 53 on the inner side of the case 21 and to these nipples 53connect the aforementioned distributing tubes 46.

A bushing 54 is threadedly engaged into one side of each of the pumpcylinders 41 for slidably receiving a corresponding tubular valve stemor guide 55 which has its outer end flanged as at 56 while its oppositeend or end within the chamber 5| is shaped to form a valve head 51 whichis adapted to seat against the bushing as in the manner substantiallyshown in Figure 1 when there is no suction effect taking place thereonas the result of the inward movement of the corresponding plunger 48.These tubular stems 55 are formed with openings 58 adjacent their innerends so that when the valve elements 51 are moved inwardly of theircorresponding cylinders 41 the openings 58 will communicate the pocket49 with thechambers 5|.

As shown in Figure '7, surrounding the sleeve 44 is the ring 59 fromwhich extend a plurality of ears 68 to which the connecting rods 6| ofthe pistons 48 are pivotally connected, and interposed between the ring59 and the bearing sleeve 44 are the ball bearings 62.

However, should the shaft 31 be moved downwardly, and obviously whenthis is done the disk 35 moves downwardly on the plate 32, the shaft 31will be eccentrically located with respect to the case 21 and obviouslyrotation of the case 21 will result in a reciprocation of the pistons intheir cylinders 41 to perform the necessary pumpingoperation. The extentto which these pistons are actuated to control the speed of the engineis controlled and regulated by the extent of plunger 64 is operative.

movement of the shaft 31 to change the degree of eccentricity thereof.The means for changing the position of the shaft 31 to an eccentricposition consists of a cylinder 63 in which a A manually controlled rod65 is employed for operating the plunger 64 4 in the cylinder 63 againsta volume of oil or other liquid, this being forced through the tube 66to the bore 61 of the block 68 which is secured by an arm 69 to thecrank case 18 of the engine;

Figure 14) is lifted under fluid pressure, the arm 15 will be rocked sothat the shaft 31 will be lowered so as to eccentrically place the shaft31 and as before stated the extent of movement of the shaft 31 below thecenter of the case 21 will determine the extent of movement of thepistons 48 and the amount of fuel which will be sucked into the chambers5| and then forced through the tubes 46 to the injectors |5.

The means for rotating the head structure 26 consists of theaforementioned ring gear 3| and the pinion 18, the latter being on theshaft 19 which has a suitable drive take-off from the crankshaft (notshown).

Each of the injectors consists of a barrel 88 having one end threadedlyengaged as at 8| into a boss 82 in the sleeve I8 and each of thesebosses82 is bored as at 83 and counterbored to receive a bushing 84 whichserves as a valve seat. Extending from the counterbore is the Venturiopening 85 communicating the interior of the shell 88 with the cylinderport |1 when registration takes place. In each of the shells 88 is afollower 86 carrying the needle valve 81- which is cooperative with theseat bushing 84. A second follower in the form of a plate 88 isoperative in the shell 88 and can be adjusted by the set screw 89 andbetween this follower 88 and the follower 86 is the compression spring98. Obviously, when sufficient pressure of the fuel in the tubes 46occurs, the follower 86 is lifted to displace the needle valve 81 sothat injection of the fuel into the corresponding cylinder |2 takesplace.

While the foregoing specification sets forth the invention in specificterms, it is to be understood that numerous changes in the shape, sizeand materials may be resorted to without departing from the spirit andscope of the invention as claimed hereinafter.

Having described the invention, what is claimed as new is:

1. In a two-cycle engine, cylinders each having a port for the admissionof air and fuel, a rotatable sleeve common to all of the cylinders, saidsleeve being provided with fuel injectors for injecting fuel into thecylinders through the said ports, said sleeve being provided with a portfor scavenging and air admissions in each of the cylinders registrablewith the port of the corresponding cylinder, and force means for forcingair through the sleeve and through the ports of the cylinders when theports of the sleeve communicate the sleeve with the ports of thecylinders.

2. In a two-cycle engine, cylinders each having a port for the admissionof air and fuel, a rotatable sleeve common to all of the cylinders, saidsleeve being provided with fuel injectors for injecting fuel into thecylinders through said ports, said sleeve being provided with a port forscavenging and air admission in each of'the cylinders registrable withthe port of the corresponding cylinder, and force means for forcing airthrough the sleeve and through the ports of the cylinders when the portsof the sleeve communicate the sleeve with the ports of the cylinders anda pumping and distributing mechanism on one end of the sleeve for theinjectors.

3. In a two-cycle engine, cylinders each having a port for the admissionof air, and fuel, a rotatable sleeve common to all of the cylinders,said sleeve being provided with fuel injectors for injecting fuel intothe cylinders through said ports, said sleeve being provided with a portfor scavenging and air admission in each of the cylinders registrablewith the port of the corresponding cylinder, and force means for forcingair through the sleeve and through the ports of the cylinders when theports of the sleeve communicate the sleeve with the ports of thecylinders and a pumping and distributing mechanism on one end of thesleeve for the injectors, said mechanism having a plurality of radiallydisposed pump cylinders therein, a piston in each of the pump cylinders,a conduit for each of the pump cylinders to a corresponding injector,said mechanism constituting a reservoir for oil, each of the pumpcylinders being provided with a check valve through which fuel from thereservoir can be drawn.

4. In a two-cycle engine, cylinders each having a port for the admissionof air and fuel, a rotatable sleeve common to all of the cylinders, saidsleeve being provided with fuel injectors for injecting fuel into thecylinders through said ports, said sleeve being provided with a port forscavenging and air admission in each of the cylinders registrable withthe port of the corresponding cylinder, and force means for forcing airthrough the sleeve and through the ports of the cylinders when the portsof the sleeve communicate the sleeve with the ports of the cylinders anda pumping and distributing mechanism having a plurality of radiallydisposed pump cylinders therein, a piston in each of the pump cylinders,a conduit for each of the pump cylinders to a corresponding injector,said mechanism constituting a reservoir for oil, each of the pumpcylinders being provided with a check valve through which fuel from thereservoir can be drawn, said mechanism being provided with a shortcentrally located shaft, connections between the pistons operative inthe pump cylinders and the shaft and means for adjusting the shaftdiametrically with respect to the reservoir.

5. In a two-cycle engine, cylinders each having a port for the admissionof air and fuel, a rotatable sleeve common to all of the cylinders, saidsleeve being provided with fuel injectors for injecting fuel into thecylinders through said ports, said sleeve being provided with a port forscavenging and air admission in each of the cylinders registrable withthe port of the corresponding cylinder, and force means for forcing.

air through the sleeve and through the ports of the cylinders when theports of the sleeve communicate the sleeve with the ports of thecylinders and a pumping and distributing mechanism on one end of thesleeve for the injectors, said mechanism including an eccentricallyadjustable shaft.

6. In a two-cycle engine, cylinders each having 'a port for theadmission of air and fuel, a rotatable sleeve common to all of thecylinders, said sleeve being provided with fuel injectors for injectingfuel into the cylinders through said ports, said sleeve being providedwith a port for scavenging and air admission in each of the cylindersregistrable with the port of the corresponding cylinder, and force meansfor forcing air through the sleeve and through the ports of thecylinders when the ports of the sleeve communicate the sleeve with theports of the cylinders and a pumping and distributing mechanism on oneend of the sleeve for the injectors, said mechanism including aneccentrically adjustable shaft, and manual means for adjusting the saidshaft.

PAUL GORDON HORSTMAN.

